Rail joint



Abril 16, 1929. H. E. MUcHNlc 1,709,143

RAIL JOINT Filed,NQv. 14, 1927 2 Sheets-Sheet l \\\\\\\\\n&\\\\\\\\\ n Y n TLUQT;

April 16, 1929. H, E, 'MUCHNIC A 1,709,143 1 RAIL JOINT Filed Nov. 14, 1927 2 Sheets-Sheet 2 vijatented p'r. 16, 1929.

narran STATES HENRY E. MUCHNlC, F TCHISON, KANSAS.

RAL JOINT.

Application filed November 14.-, 1927. Serial No. 232,970.

vision of a construction wherein contractionv and expansion of the rails is readily permitted and proper support for the bottomsof the rails as well as for the bottom of the railheads is also provided; while means are provided for carrying the car-wheels over the 'a g 'he above enumerated objects, as well as others, and the advantages of my invention, will all be readily comprehended from the detailed description of the drawings, wherein Figure 1 is a side elevation of the adjacent ends of two rails provided with one form of my improved expansion oint.

Figure 2 is a top plan view of s ame, with a portion broken away and shownin section.V

Figure 3 is a cross-sectional view taken on i the line 3-3 of Figure 1 looking in the direction of the arrows.

Figure 4 is a perspective view of an end of a rail shown adapted to receive my improved expansion oint.

Figure 5 is a top plan View illustrating a modification.

Figure 6 is a top plan view, with a portion broken away and in section, showing a further inodilied form of my invention.

Figure 7 is a cross sectional view taken on the line 7-7 of Figure 6 looking in the direction of the arrows.

Figure 8 is a perspective view in section, showing another modification of my invention.

Figure 9 is a similar view of a further modification; the railA ends being omitted.

Figure 10 is a similar view of another mo di lication of the invention.

in the exemplii'ication of the invention as disclosed in the first four figures of the drawings', 15` 15 illustrate the ends of two aligned rails; the ball or head portions whereof are Atop portion cut away on the inner or gauge side to a predetermined extent lengthwise as shown at 16 in Figure 4, in order to receive the easer rail 17 of my improved expansion joint.

The joint, in this construction, comprises the gauge side or rider section 18 which is preferably provided with a rail-head reenforcing flange or rib 19 and with a rail-web engaging lower rib 20. The rider section 18 is provided with abase 21 which is slotted at 22 to receive the base flanges of the adjacent rails 15, 15, thus permitting the base of section V18 to extend beneath the rails and take the place of atie-plate.

The opposite or outer' side of the joint comprises an eas-er section 23, having a eut-away head portion 24 provided with a flange or rib 25 adapted to fit beneath the heads of the two rails; the head portion 21 extending preferably slightly above the tops of the rails as shown in Figure 3 to ease the wheels ovei`- the joint. The section 23, like section 18, has a flange or rib 26 adapted to engage the rail webs at a point opposite to the rib 20 of the rider section 18; and the base of the easer section 23 is also slotted lengthwise, like section 18, to receive the base flanges of the two aligned rails; with the base of section 23 also extending beneath the base of the rails. The base portions of both sections 18 and are made to leave a slight space therebetween as shown at 27 in Figure 3 g while the sides of the two sections are apertured to receive the bolts 28 which extend through openings in the webs of the two rails 15, 15. The openings in the rails are preferably in the nature of slots as shown at 29 in Figures 1 and 2 to allow longitudinal movement for expansion of the rails;

the bolts being preferably provided with spacer thimbles 80, and the sections 18 and 23 with ribs 19,20 and 25, 26, in order to prevent a too firm gripping relation between the joint members and the rails, and permit expansion.

The two sections 18 and 23 are of equal length and the head portion 24 of the easer section 23 extends the full length of said sectionand therefore beyond the cut-away portions 16 of the rail-heads, as shown in Figure 2; while the head portion 17 of the rider section 18 is arranged intermediate of the ends .of section 18 and substantially equal to the combined lengths of the cut-away portions 1G of the two rails, as shown in Figures 1 and 2.

In Figure I show a modification of the invention consisting'v of two interchangeable sections 31, 32. These sections are substantially similar; each having a base portion similar to that of sections 1,8 and 23, with railweb engaging ribs like ribs 19, 20, 25, 26 and slotted to receive the base flanges of the rails.

The sections 31 and 32 are each provided with a head or rider portion 33, preferably of less length than the base portions ot' said sections and preferably a shorter distance from one end than from the other end ot the section; the web portions being apertured to receive the bolts 28, which extend through openings preterably slots-in the webs oi the rails. i

llVhen this construction is employed, the heads of both lrails 15, 15 are cut away on opposite sides to an extent slightly longer than the lengths of the rider or head portions 33 of the expansion joint members; the cutaway on one side ofthe rail being'to a greater 'extent as shown 'at 34 than' the cut-away on theo'pposite side as shown at 35, in order to accommodate the oiiset or staggered positioning ofthe head portions 33 of the two sections 31, 32.

Itis apparent that with this construction.

Aboth sections 31 and 32 may be similar vand a single pattern may be employed in the inaking of the sections; each vsection 31 and 32 being capable of use either on the inside -oi' gauge side of the railsor on the outer sides as easer railsections.

'In Figures 6 and 7 I illustrate another form of my invention wherein the joint for the'ends of the rails 15,15 comprisesa dummy rail section 36 which is adapted to be aligned with the ends of the two irails 15, and is ofsimilar rail configuration. The dummy railsection-36 is secured tin place and held in alignment 'with the main 4rails 15, 15 'by the inside or gauge section 37, of greater length that the dummy rail, which is provided with an inwardlydisposed flange or shoulder38 at the -top to engage beneath the head ot the dummy rail section 36 as well as beneath the heads ot the rails l15, The gauge section 37, adjacent the bottom, lis also provided with aninward]ydisposed iiange ori-ib 39 adapted to engage the bottom of the web portion of the dummy Arail section 36and the web portions of the rails 15, 15. The section-37 is provided witha base 40 slotted lengthwise on the inner side to receive the base flange 41 ot the dummy rail section 36 yand the base flanges of the rails 15, 15.

The opposite or outer sideot 'the dummy railsection 36 is provided with an easer rail section 42 of greater length. than the dummy railsection and which may be substantially si'milar to easer rail section 23 previously described, being provided with the inwardly disposed iib or liange 43 adjacent the top to extend beneath the heads ot the dummy rail section 36 and of the rails 15, 15 and also provided with a rib orv flange 44 adjacent the base to engagethe bottom ot the webs ot the rails and of the dummy rail section 36 at a point opposite to the engagement thereby ot the rib or flange 39. The easer rail section 42 is also shown provided with a base 45, the inner side whereof is grooved or slotted lengthwise at 46 to receive the flange of the base of the dummy rail section 36 as well as the flanges of rails 15, 15. 'Ihe sections 37 and 42,'-as well as the dummy rail section 36, are aperturedat registering-points to receive the 'bolt-47 whereby lthe three members yare firinly clamped together when the nut 43 -is firmly screwed onto the `bolt 47. The 'gauge section 37 and rider section 42 are of length greater than the length ot the dummy section 36 so asto -lap the ends of the main rails 15, 15, as `shown in :Figure 6, to which the sections 37 and 42 Eafre secured by means of fthe vbolts 49 which latter vare preferably provided with thethimbles 30 fin order to preventa too firm clamping relation between the expansion joint sections 37, 42 Aand the main rails; the -webso-t 'the latter being also :preferably provided with the slots`29 inorder :to permit longitudinallexpansion oit the Amain rails.

In Figure f8 I illustrate fa modification ot the rail joints shown in Figures 6 and 7 in that instead ot employing 4a three lpiece eX- .pansion joint as in AFigures6 and :7 ,the duininy rail section 50, gauge section Yportion 51 andeaser rail-section 52 'areall cast integral, thus providing a single piece expansion oint wherein the dummy raillportion'or section 50, like the dummy rail section 36 in Figure 7, is of length less than the lengths Vof 'the sections51rand 52 'in 'order that the-:spacing at the ends :intermediate -otfthe sections 51 and 52 may receive thewvebs ot'the lends of the two aligned 'rails Y115, 15. The =joint element is i bolted slidably to the rails 15, 15, as previously described, :preferably by providing the websjof .the main rails with slots as at 29.

It is apparent that with the constructions shown `in Figures 6, f7 and 8, previous preparation or longitudinal cutting .away of the inain rails is made unnecessary. It will be understood that the ends 'of :the expansion joint construction lshown -in Figure 8, beyond the dummy rail section portion-50, will `have the transversely disposed slot in the baseportion, of configuration similarfto that outlined at 53 -in Figure 8, in order tofrecei-vethe base flanges ot the main rails 15, 15, with the web portions of the rails disposed between the rail sections 51 and 52. .A single base expansion joint is thus provided extendingabout'both sides and the bottom of the main rails 15. 15.

In Figure 9 I illustrate-a vfurther modification of the invention, whereinthe rail joint forming element consists of the inner or gauge side section 54 formed at` the top to eX- tend beneaththe head ot the :main rails; said Sli section being provided with the inwardly disposed ribs adapted to engage the webs of themain rails and having an outwardly disposed flange portion 56 at the bottom which is adapted to lap the flange of the main rail to abut against a rib 57 formed on the base portion 58 ot the easer section 59. The easer rail section is provided with a head portion 60 adapted to extend along the side ot the head ot' the main rails; as shown in Figure 2; the caser rail section being also provided with the inwardly disposed rib or ange 6l adapted to engage the webs ot the main rails. The caser rail section 59 is provided with a base ot greater` width than the base portions of the structures shown in Figures 3 and 7 in order to extend to opposite sides of the main rails; the caser rail side of the base being undercut or slotted at 62 to receive the ilange or" the main rails; while the opposite or inner side oi the base portion 58 is shouldered at 63 to provide abutment for the inner side ot the base flange of the main rails. t will be understood, of course, that the portions 54 and 59, as in the previously described construct-ions, are apertured to receive suitable bolts whereby the main rail sections are slidably clamped therebetween The expansion joint just described and shown in Figure 9 consists ot a two-piece construction and one which will require no special preparation or cutting away of the main rails.

1n Figure 10 I show a modilied form of the construction shown in Figure 9 in so far that y theinside or gauge section 64 and the outside or easer section are made independent ot' the main base portion 66. In other words, a three piece construction of expansion joint is shown in Figure l0. The inside or gauge section 64 in Figure l0 is substantially identical with section 54 shown in Figure 9 and the outside or caser section 65 is substantially similar to section 59 except that the bottom is not formed integral with the main piece 66, but has its bottom flange 67 extend into the longitudinal groove or slot 68 formed in the shouldered portion 69 ot the base portion 66 as is the case with the bottom tlanee 'TU of the inside or gauge section 64 which exten-ds into the longitudinal groove or slot 68 ot the opposite shoulder portion 69 oi' the main base 66. vWith this construction the ends ot' the main rails l5, l5 need not have their cured to the main rails; at the same time allowing thc rails to move longitudinally in the joints. n Asthe portions of all ot the torins ci rail oints shown in the drawings are ot' considerable length; they will extend across a number ci' ties and will permit spiking ot the base portions oi the joints to the ties; these base portions in all instances eliminating the use of the usual tie-plates at these particular points in the track.

lt is also apparent that with all or the constructions; a slip joint is provided with outside means for carrying the wheels over the gaps at the joint; and that in all of the constructions7 except those shown in Figures 9 and l0; a plurality of gaps are provided, namely at both ends ot' the head portion 17 or the rider section 18 shown in Figures and 3; at both ends oit the head portion 33 ot the sections 3l and 32 in Figure 5; and at both ends ot the dummy section 36 or 50 of the constructions shown in Figures and 8. That is to say, with my improved expansion j oint the usual expansion gap at present encountered in railroad track construction is reduced to substantially halt its size, because the gap is split in half as it were and smaller gaps thus provided with the result that an easier riding rail is obtained.

It is also apparent from the constructions that have been shown and described, that my improved expansion joint provides support for the bottom of the rail heads and bottoms of the rails and that in all instances the base portions ot my joint-forming members take the place of the usual tie plate; while the main rails, in all instances, may be said to be encased by the oint-it'orming elements, with the result that a more secure joint is provided. At the same time the relation between the j oint-orming elements and the main rails is such that binding between the joint forming members and rails is impossible and hence free longitudinal movement ot the rails permitted; and at the same time means are provided in all forms of my rail joint for carrying the wheels over the gap.

rlhe drawings disclose various embodiments of my invention which have been described in terms employed merely as terms of description and not as terms of limitation; as structural modifications may be made without7 however, departing from the spirit of my invention.

W7 hat I claim is:

l. ln combination with a pair of rails each having a portion of its head cut away, a rail joint consisting` of a rider section and an easer section, said caser section being provided with a head portion intermediate oi" its ends adapted to match the cut-away section ot the heads oi both rails, cach section having a base portion adapted to extend transversely of the upper and lower faces of the bases of the aligned rails, spacer means intermediate of both sections and disposed through the Webs or" the aligned rails, and meanswhereloy the sections and rails are Secured together and longitudinal movement of the rails permitted.

2. In Combination with a pair of aligned rails, a rail joint composed of an inside section, an outside section and afbase section, the base section being formed to support the rails and the first mentioned sections and prevent lateral movement of the latter, the tiretl mentioned sections having vertically spaced rail-Web engaging projections7 spacer means disposed through the Websy of the rails intermediate of the. lirst mentioned sections, and means for securing said iirst mentioned sections to the rails While permitting longitudinal movement of the rails relative to all of said sections.

HENRY E. MUCHNIC. 

